Cooling system



May 24, 1 927. W w. Mum 1,630,068

COOLING SYSTEM Filed Nov. 28, 1921 5 She'ets-sheetkl y l /0 2 "bi/0 @ko/m4 es y j ai /ww/PM 1,630,068 May 24 1927 w. w. Mum

COOLING SYSTEM i Filed Nov. 2s, 1921 s sheets-sheet 2 IIIIIIU MMIII!! Illllll lLLIIIl 4, A IIIm WIIIII j W. W. MUIR COOLING SYSTEM May '24, 1927.

Filed Nov. g8. 1921 s sheets-sheet 3 Patented May 24, 1927.

UNITED STATES PATENT OFFICE.

WELLINGTON w; MUT/R, oF LooKroRT,y NEW Yoan.

COOLING SYSTEM.

Application inea November 2a, 1921. serial No. 518,379.`

Other and further objects and advantages i' `oit the invention will appear as the descripl tion proceeds.

1n the drawings,

Figure 1 is a vertical sectional view, more j or less diagrammatic, of a preferred embodiment of the invention, parts in elevation and parts broken away; j

Figure 2y is a lvertical section/through an auxiliary tank shown inFigute '1;

Figure 3 is a View similar to Figure 1 showing a modified form ofthe device;

Figure 4 is a detail view showing ya moditied form of vent arrangement for the vacuum tank; i

Figure fisa view of another modified construction in which the auxiliary or vacuum tank is replaced by a vshaft driven pump; parts being shownin section; l

Figure 6 is a detail view of a modified form of vent arrangement;

'Figures 7 and 8 are sectional views of modified forms ofthe device shown inFigure 3; and

Figure l9 is a detail view of an attachment.

Referring now more particularly to Figures 1 and 2 of the drawings -the reference numeral 1 indicates an internal combustion engine having the water jacket 2 associated therewith, as is 'usual in such constructions. The* water jacket 2 is supplied with4 water or other cooling tiuid from the chamber or header 3 ot' the radiator 10 through the passage 4 which connects the header 3 with the 'lower portion of the water jacket 2, the return of the conduit or passage 5. As shown, theoverflow opening of the passage '5 is above the level (S ot' the liquid in the upper chamber, but the construction may be otherwise.

suitable construction.

water taking place through av The chamber 3 is variously designated herein as a chamber, header or water hopper.

. In order lto prevent the local formation of steam inundesirable or dangerous quan- Af'tities in the jacket 2 of the engine, it is desirable though not absolutely necessary to provide power-operate`d means for clrculating the cooling fluid therethrough. Any suitable mechanism may be employedfor As shown on the drawings, a pump 7 located in the passage 4 and operated from the tan shaft 7 is employed for this purpose. i

The chamber 3,'passage 4, the water jacket 2,andthe passage constitute what may be considered the maincirculatory system.` When the free end ofthe pipe 5 is arranged to extend above the level of the liquid in the header 3 as shown in the drawing, vthe `main circulatory system may be considered as being a noncontinuous oran interrupted one and as a result of this construction, whether `or not a pump be employed, there willbe no circulation of the cooling fluid while the engine is at rest, consequently it will take a relatively long time to cool the water within the jacket. and the engine will remain warm for a comparatively long period after it stops running.

AAssociatedwith the chamber Bis a rediator, or radiator coreor condenser 10 of any be located at any convenient point relative to the engine.` As shown, it occupies the usual position in front of the engine.

Under certain conditions,-it is desirable that the radiator be so arranged that no liquid circulates through it.` Any suitable arrangement of mechanism may be employed for this4 purpose. y One form of,mechanism for accomplishing this without the use of valves is shown on the drawing 'wherein the passage 11 leading into the radiator has its upper end extending above the level of the liquid system. vThe lower end of the pipe 11 may be attached at an v convenient point. to the radiator, as at one end thereof. As

shown. it is attached to the upper end of the radiator. This arrangement permits only vapor or steam to enter the radiator core. Moreover, this arrangement not only permits the engine to operate at higher telnvperatures andconsequently more efficiently,

but also permits the employment of a smaller amount of the cooling fluid than 1s commonsol This 7 radiator may Y `ly used, together with a considerable reducconducive to a greater transference of heat between the two. Moreover, since vapors and steam formed in the system are condensed and returned thereto, it not only permits the use of a smaller amount ot' the cooling fluid but also prevents the escape of any volatile anti-freezing mixture that may be employed. The. lower end of the core 10 is provided with, or connected into, a lower chamber or header 12 for receiving the condcnsed -fluid.

Suitable provision is made whereby the condensed fluid is returned to the body of the cooling liquids Any suitable means may be provided for this purpose. As shown in Figures 1 to 4 pump mechanism, in the form of an auxiliary tank or chamber arrangement, is employed which is in communication with the header 12 through the pipe or passage 13. This chamber 14 may be of any suitable construction. As shown, this chamber is formed of two cup-shaped stampings and 21 joined together and to the chamber 3 by the flanges 22 in any suitable Way.

The upper portion of the chamber is provided With a valve support 23 secured in the top of the chamber. As shown, this support is provided with an aperture or vent 24 in communication with the atmosphere. The valve support may. if desired, be provided with a lateral extension 24 having an aperture therein in communication with the aperture or vent 24. By this arrangement the aperture or vent opens laterally into the air and dirt. and dustis not quite so likely to enter and stop up the same.y This extension may, ot course, be omitted if desired.

The lower portion of the chamber has an outlet passage 25 with a dump valve 26 preferably located above the level 6 ot the liquid and alsopreferably of the normally closed t-ype. The valve 26 may be provided with suitable means, such as the counterweight 26, for normally seating the valve. 'Mounted within the chamber 14, as by means of the brackets 269, is a float chamber 27 open at the top an'd provided near its bottom with a'nopening or openings 28; and suspended in the tioat chamber in any suitable manner is a relativelyvlarge loat. the construction of which may be varied widely. In the form shown, it comprises the cylindrical body 30 andthe heads 3l soldered or otherwise connected thereto.

The chamber 14 is provided with a vent. passage which may open into the chamber or header 3. As indicated in Figures 1 and 2, a passage or conduit 32 has one end secured in the wall of the header or chamber and its other end extending into the chamber 14 is secured in the valve support in communication with the aperture 32. In t-he form shown, the apertures 24 and 32 are in vertical alignment and are adapted to be alternately opened and closed by a double. valve 35` but. here again the construction may be varied, thatshown being preferred largely because ofits low cost. The valve is operated from the fioat inany suitable manner. As Shown, the valve has an velongateil slot 37 for receiving the bail 36, which extends through the slot ot the valve guide For convenience in manufacturing and assembling the device. tbe guide may be bifurcated or slotted from its top downwardly for receiving the bail 36, the lower end of the slot being indicated by the dotted line 45". Figure The pipe or passage 11, radiator core 10, the lower radiator chamber or header 12, pipe or passage 13, and the auxiliary cham-A ber 14 constitute what might be termed the auxiliary circulatory system. The main circulatory system and the auxiliary system may be together considered as constituting the cooling system for the engine.

It is' desirable that the filling passage 3S be connected into the chamber 3 from the side and that its upper end be so located as to preclude the tilling of the chamber 3 above the level 6.

In operation, when the engine starts the pump will cause a circulation of the cooling liquid in the main circulating system which will prevent hot spots7 and the consequent undesirable formation of steam at local points only. As a matter of fact, there is very little cooling effect until the liquid in the main circulator system becomes heated Well toward the oiling pointin other Words, the engine on starting is brought quickly to a temperature which gives etlicient operation. Thereafter, the va or and steam escaping into the chamber 3 nds its way through the passage 11 into the passages ot the core 1G Where it is quickly condensed. Under these conditions the dump valve 26 is closed and there is little or no li uid in the vacuum chamber,'therefore the oat. is at its lower limit of movement and the chainber 14 is in communication with the atmosphere through the vent. or aperture 24, thus permitting the escape of air entrapped in the system or given up by the liquid when it. is heated. The condensed fluid soon seals the lower end of the pipe or passage 13 und then when the pressure ot the steam in the radiator becomes suicient. it will force the condensed Huid in the header 12 through the passage 13 into the s ace surrounding the fioat chamber 27 whici itfinally overtops, but before this latter takes place. a sntlcient quantity of liquid will have entered the float chamber through the openings` 2S to largely overcome the displacement of the l chamberit will cause to ei'ect a veryprompt `and positive shifting ot the valve. The shifting of the valve 35 will close the vent .24 and open the passage 32 and the pressure in the chamber or auxiliary chamberl14 and the header 3 `becoming equalized the-liquid inthe passage or pipe 13 will cease to flow into the auxiliary chamber 14 and the liquid therein will bedis- 4.charged through the outlet passage into intake passa e 'rate of 'steam formation.

rangement o "shown 1n Figure V`nnt adapted for use thef header 3. This operation will be repeated indelinitely in accordance with the In the form of the device shown in Figure 3 the vacuum tank principle is employed for transferring the condensed fluid from the lower radiator chamber 12 to the upper radiator chamber or header 3. words, in this form of the device, the suction of the engine is employed for laccomplishing this liquid transference-. The `arfthe device differsrom that 1 in that the chamber14 which maybe termed a vacuum tank in thisr form of the device, is'provided with a suction pipe 39 which is connected to the lateral extension 24 and is in communication with any suitable source of suction, such as the of theengine, or an air pump of any kin whether shaft driven' or not or of any of the various types of air exhausting devices whether or not they depend for their operationen the` movement of liquids, exhaustv gasses or other uids. y

In order tolprovide for the escape `of air lthat Imay become entrapped in the system the upper portion of the lower radiator chamber or header 12 may, if desired, be withv an upwardly extending vent pipe 40. This pipe may beomitted', if desired. A

In the operation of this form of the device, steam formed inthe system will be condensed in the radiator 10. Assuming, now, that the oat 30, see Fig. 2, is at the lower limitof its travel, the vent 24 will be open and the suction of the engine will exhaust 'the air l.in the chamber 14 thus drawing the condensed fluid from the lower radiator chamber 12 into the chamber 14 thus causing the lioat `to riseand cause the valve 35 to close the vent 24 and open the passage 32,

which operation will permit the equalization` of the pressure and permit the liquid to dumpinto the chamber or header 3, similar toy the operation of the usual yfuel vacuum tank. This operationwill be repeated so long as the engine is running and the level of the liquid in openingthat leads into the pipe or passage 13.

In Figure 4 is shown a modified arrange with a system like In other not necessary that the atmosphere. Moreover, under such condi-. y

the chamber 12 is above the that illustrated in Fig. 3. In this form of the device the vent 41 is incommunication with atmosphere instead of in communication with the chamber 3 as -Shown in Figure 2. The operation of this device is similar v 'to the form shown in Figure 2;'

The modification shown in Figure 5 differs from thatjust described in vthat a pump 42 in commimical'ion with thelower radiator l' chamber 12 and yseparate from the pump 7, P

is employed to return the condensed liquid to the liquid `circulatory system, the )return p1 pe 43 opening into the chamber 3 preferably at a point above the level 6 ofthe liquid.

1n this case it is desirable to provide a ventk passage 44 for the lower header 12 to .permit the escape of trapped air,'and to allow the escape of steam under exceptional .circumstances. A

In Figure 6 is shown a modification of the arrangement ot' theair vent in'sthe chamber 14. Under certainconditions, as when the arrangcn'ient' is such that the steam .thatI enters the chamber 14 to equalize the pressurel'herein is condensed by the incoming water of condensation oris Condensed 'by other. means',

ventbe open to the tions the system may be operated at. higher pressures system.

than obtains in the open air vent` This may be accomplished by pro-rv after th-e'p'assage 32 is closed, it is viding a safety valve of any suitable form in the vent.

As shown on the drawing, it may be accomplished by substituting the valve support 23a for the support 23 shown in Fig. 2. The threaded stem 46 is shortened so that the bail 36 will engage the abutment 47 and prevent the valve from closing the vent 24a. The upper end of the vent 24"t is enlarged to form a valve se'at on which isseat ed the ball valve 48. The valve 48 is normally held on its seat by means ot the spring 49 which is adjustably held under compres sion by the nut/50 which lhas an opening therethrough. lThe valve48 is adapted to open, .and vrelieve the pressure within the chamber 14, lwhen `the same rises above' a predetermined amount,`

It desired, means may lievng the external or atmospheric pressureon the chamber 14 and ,radiator vdue. to the condensation of the steam within the same incident to the non-operation of the engine. As shown in Figure 6, this is accomplished be provided for re by providing the valv" support 23,a wltn a 52 may be varied by turning the nut 53.

-The parts may be so adjusted that when the ber may be separate from said header and located at any convenient point above the level of the water in said header as shown in Figures 7 and 8.

When the tank or chamber 14 is mounted independently of the header 3, it is, of

' course, necessary to provide -means whereby the liquid may be conducted from said tank or chamber to the header 3. Any suitable means may be employed for this purpose. This means is clearly illustrated in the modifed form of the device shown in Figures 7 and 8. In these figures a receptacle 56 is shown as being secured to the lower end of the tank 14 and is adapted to receive the liquid from said tank. A conduit 57 con nected to the bottom of the receptacle 56 is secured in the wall of the header 3 for conducting the liquid into said header.

The form of the device shown in Figure 7 differs further from that shown in Figures 2 and 3 in that the lower chamber or header 12 is not provided with an air vent. By this arrangement, the suction of the engine through the conduit 39 causes this system to operate at sub-atmospheric pressures.

This arrangement is, therefore, advantan geous where it is desirable to operate the engine at lower temperatures and at the same time employ steam as one of the cooling agents. l

The device shown in Figure 8 differs from that shown in Figures 2 and 3 in that the tank 14 is separate from the header 3 and located above the level of the water therein. Where the tank or chamber 14 is secured in Such aA manner that steam is formed therein as is shown in Figure 3, the suction of the engine will remove the steam with a consequent loss of the cooling fluid which is very undesirable, especially when volatile anti-freezing mixtures are employed. In order to overcome this difiiculty the tank or chamber 14 is separated from the header 3 as shown in this figure and is so located Vthat it is not materially eil'ected by either the heat. from the cooling fluid or the heat of the engine. It may be also de'sirablethat means be provided whereby the liquid in the main system maybe caused` to circulate through the radiator along with the steam and vapor.

Any suitable mechanism may be provided for accomplishingthis function. A simple device for accomplishing this is shown in Figure 9. It is in the form of an attach,- ment that may be applied to the upper end of the pipe or passage 11 in the various forms shown.' It consists of a small inverted cup member 58 having an attaching collar 59 rigidly attached thereto which is provided with a set screw 60 for securing said member in adjusted position over the upper end of the pipe or passage 11 in such a manner that its lower edge will remain below the level of the liquid in the upper chamber or header 3.

The upper or closed end of the chamber 58 is provided with a small opening or perforation 61 whereby vapor and steam may pass from the upper chamber or header 3 down into the radiator. Then the steam is generated so rapidly in the engine jacket that it cannot pass through the aperture 6l rapidly enough to prevent increase in pressure within the upper chamber or header 3 or when for any reason the difference in pressure between the headers or chambers 3 and 12 reaches a predetermined point, whether by increasing the pressure in the upper header or decreasing that in the lower one, the wa'ter in the upper header or chamber 3 Awill be forced up into the cup or chamber 58 and be permitted to escape into the pipe or passage 11 from whence it will pass with the steam through the radiator and be cooled thereby.

The size ofthe opening or perforation 61 in the cup or chamber 58 will, of course, be varied to meet the particular requirements and operating conditions of the sa'me or different engines, as desired. In practice, different cups provided with different sized openings or perforations are provided.

It is thought from the foregoing taken in connection with the accompanying drawings that the construction andoperation of my device will be apparent to those skilled in the art, and that various changes in size, shape and proportion and details of construction may be made without departing from the spirit and scope of the appended claims.

I claim:

1. The process of cooling internal combustion engines which consists in providing a liquid cooling circuit about the engine having a liquid and vapor chamber at its upper portion, positively drawing the vapor from said chamber downwardly through a radiator to condense the same in a liquid chamber at the base of said radiator and positively returning the liquid from said liquid chamber directly to the top of the liquid and vapor chamber in said lirst mentioned circuit.

2. A cooling system for internal combustion engines comprising a lprimary cooling circuit including a liquid and vapor chamber at the upper portion thereof, a secondary cooling circuit having a vapor chamber at its upper portion, a4 common enclosing casing :t'or'y said chambers, a radiator in said secondary circuit communicating with and disposed below said vapor chamber, a liquid chamber at the bottom ot' said radiator and positive means for returning the liquid therefrom tothe top of the liquid and vapor chamber in said primary circuitsaid means alsoacting'to draw the vapor downwardly through said radiator. f

3. A cooling system for internal combustion engines comprising primary and secondarycooling circuits, the former serving to maintain a circulation oi cooling liquid about the engine, and the latter serving'to draw oli generated vapors from the primary eircuit, to condense said vapor and to return the same to said primary circuitin liquid torni, said primary circuit including a water 'hopper with a vapor space at its top, and

said secondary circuit including a radiator, a pump and a return' pipe, said radiator being connected to the vapor` space ot'. said water hopper, and ing into the vapor space of said hopper.

4. The combination with the cylindersjof an engine and a radiator, said cylinders having a wateracket and said radiator having a lower water tank and a closed vapor chamber, a closed space in its top connected to the vapor chamber of said radiator, supply land returnv circuits, connections between said waterl jacket and Ihopper for the necting the lowerfwater chamber of said radiator to said pump, and a return pipe connecting the discharge of said pump to the level of liquid therein.

6. A cooling system for internal combustion engines con'iprising a primarycooling circuitincluding a liquid and vapor chainber at the upper portion thereof; a secondary cooling circuit, the upper end of which communicates with said liquid and vapor chamber above the level of the liquid therein; a radiator included in said secondary circuit and disposed below said vaporchamber; and means for causing vapor to flow from said liquid and vapor chambci` downward through saidradiator, and for returning condensed vapor from the lower end lof said radiator to said liquid andV said vapor chamber above the level ofiliqud therein.

stantially above said return pipe extendwater hopper having'a vapor circulation of water, through said jacket, a pump, a 'conduit con- 7; In a cooling system for internal combustion engines and in combination with an engine having a jacket through which a cooling li uid may flow, a chamber with which sai jacket communicates, and the location of which is such that the normal level ot the cooling lliquid therein is subthe upper end ot' said jacket and below the upper end ot said chamber, so that a vapor space will be provided within and at the upper end of said chamber, a condenser, the upper end of which is in communication with the vapor space within said chamber, and means 'for causing vapor to itlow from said chamber space downwardly through said condenser, and for returning the condensed and liquiditiedvapor to said cnainber above the normal level ot' the cooling liquid therein.

8. In a cooling system for internal com- 85,

bustion engines including a. jacket for said engine,`a radiator, a fluid chiiiiiber Yior said radiator, a conduit connecting said charn'ibei" with the lower portion of said jacket, a`

f conduit secured inthe upper portion ot' said jacket and extending within said chamber level therein and means above the liquidi for circulating the liquid lwithin said system.

9. In a liquidcooled engine, a primary1 cooling circuit including the .engine jacket and also including a chamber so positioned that the normal liquid level therein will ber substantially above the upper end of said jacket, a pump tor circulating liquid through said primary circuit, a secondary cooling circuit including a radiator coiiiniunicating with said chamber above the liquid level therein, said radiator ser-ving to condene vapors from said chamber, a pump for rrturning the condensed liquid troni said radiator to said chamber at a point above the normal level of the liquid therein.

10. Inv a liquidfcooled engine, a primary cooling circuit including the engine jacket and also including a chamber so positioned that the normal liquid level therein will be substantially above the upper end of said jacket, a pump toi' circulating liquid through said primary circuit, a secondary cooling circuit including a radiator communicatingwith said chamber above the liquid level therein, said radiator serving to condense vapors Vfrom said chamber, and means for returning tlie condensed liquid from said radiator to said chamber at a pointabove the normal level of the liquid therein.

11. In a device of the class described, an engine, a Water jacket for said engine, a liquid and vapor reservoir at a higher level than said jacket, passages connecting said jacket with said reseivoir, system for condensing vapors and steam @generated in said "jacket, and independent said passages connecting said system with a condensing i system, the discharge end of each of said systems being above the water level therein, substantially as shown and described.

. 13. A cooling system for internal combustion engines comprising a primary cooling circuit including afliquid and vapor chamber at the upper portion thereof, a secondary cooling circuit, a radiator in said secondary circuit communicating with and disposed below'said liquid and vapor chamber, a liquid chamber at the bottom of said radiator, means for returning the liquid from said last named chamber to the top of the liquid and vapor chamber in said primary circuit, and means to vent the air from said liquid chamber at the bottom of the rzdiator. v

14. A cooling system for internal combustion engines comprising primary and secondary cooling circuits, the former serving to maintain a circulation of cooling liquid about the engine, and the `latter serving to draw'otf generated vapor from the primary circuit, to condense said vapor and 'to return the same to `said primary circuit in liquid form, vsaid primary circuit including a water hopper with a vapor'space at/its top, and said secondary circuit including -a radiator, said radiator at its upper end being in communication with the vapor space of said water hopper, a pump communicating with the lower end of said radiator and a ie-` turn pipe extending upwardly from said pump and terminating in the vapor space of said hopper.

15. A cooling system for internal combustion engines comprising a Watei` hopper with a vapor space at its top, a primary cooling circuit communicating with saidwater hopper, a pump in said primary circuit, .a secondary cooling circuit, a radiator' 1n said secondary circuit, a conduit extending from the upper end of said radiator and terminatingin the vapor space of said water hopper, a pump connected to the lower end of said radiator, and a return pipe extending upwardly from said last named pump and terminating in the vapor space of said water hopper.

16. In a liquid cooled engine having a jacket, a circulating system for the cooling fluid including the engine jacket, a condensing system associated with said circulating system, a water hopper common to said systems and having a vapor space above the liquid level therein, the discharge end of each of said systems terminating in said vapor space above the liquid level in said hopper.

17. A cooling system for engines including a primary cooling circuit having a liquid and vapor chamber at its upper portion, a secondary cooling circuit including a condenser communicating with the vapor space of said chamber, means for withdrawing vapor from said chamber through said condenser and returning the condensed liquid to said chamber, and means controlled by the pressure in said chamber for causing liquid to pass from said chamber into said condenser.

18. A cooling system for engines including a primary cooling circuit having a liquid Vand vapor chamber at its upper portion, a

secondary cooling circuit including a condenser, a pipe extending from the vapor space of said chamber to said condenser, means for withdrawing vapor from said chamber through said pipe and said condenser and returning the condensed liquid to said chamber, and ineans'controlled b v the pressure in said chamber for causing liquid to pass from said chamber through said pipe into said' condenser, said last named means including a cap secured to the upper end of said pipe and extending below the water level in said chamber and having openings abovesaid water level and below said water level, substantially as described.

In testimony whereof I aflix my signature.

WELLINGTON WV. MUIR 

